Climate Control - Datc: Other Ford Explorer V

Material(s)

MATERIAL(S)

Network Message Chart

MODULE NETWORK INPUT MESSAGES - FCIM

MODULE NETWORK INPUT MESSAGES - IPC

MODULE NETWORK INPUT MESSAGES - APIM

MODULE NETWORK INPUT MESSAGES - PCM

MODULE NETWORK INPUT MESSAGES - HVAC MODULE

The Refrigerant Cycle

During stabilized conditions ( A/C system shutdown), the refrigerant pressures are equal throughout the system. When the A/C compressor is in operation, it uses a piston pump to compress the cool vapor, causing it to become high-temperature/high-pressure vapor. The high-temperature/high-pressure vapor is then released into the top of the A/C condenser core.

The A/C condenser, being close to ambient temperature, causes the refrigerant vapor to condense into a liquid when heat is removed from the refrigerant by ambient air passing over the fins and tubing. The now liquid refrigerant, still at high pressure, exits from the bottom of the A/C condenser and enters the inlet side of the A/C receiver/drier (integral to the condenser). The receiver/drier is designed to remove moisture and contaminants from the refrigerant system.

The outlet of the receiver/drier is connected to the TXV. The TXV provides the orifice, which is the restriction in the refrigerant system which separates the high and low pressure sides of the A/C system. As the liquid refrigerant passes across this restriction, its pressure and boiling point are reduced. An internal temperature sensing bulb senses the temperature of the refrigerant flowing out of the evaporator core and adjusts an internal pin-type valve to meter the refrigerant flow into the evaporator core. The internal pin-type valve decreases the amount of refrigerant entering the evaporator core at lower temperatures and increases the amount of refrigerant entering the evaporator core at higher temperatures.

The liquid refrigerant is now at its lowest pressure and temperature. As it passes through the A/C evaporator, it absorbs heat from the airflow passing over the plate/fin sections of the A/C evaporator. This addition of heat causes the refrigerant to boil (convert to gas). The now cooler air can no longer support the same humidity level of the warmer air and this excess moisture condenses on the exterior of the evaporator coils and fins and drains outside the vehicle.

The refrigerant cycle is now repeated with the A/C compressor again increasing the pressure and temperature of the refrigerant.

A thermistor monitors the temperature of the evaporator core and controls A/C clutch cycling. If the temperature of the evaporator core is low enough to cause the condensed water vapor to freeze, the A/C clutch is disengaged by the PCM.

The high-side line pressure is also monitored so that A/C compressor operation is interrupted if the system pressure becomes too high or is determined to be too low (low charge condition).

The A/C compressor relief valve opens and vents refrigerant to relieve unusually high system pressure.

Scheme 97

Scheme 98

Climate Control System Network Communication

The controls for the climate control system are in 1 or more locations depending on vehicle option content

1. FCIM
2. IPC (if equipped with steering wheel controls)
3. FDIM (part of APIM)

When the FDIM touchscreen or voice commands are used, the APIM sends a function request message over the I-CAN to the FCIM.

When the IPC steering wheel controls are used, the IPC sends a function request message over the I-CAN to the FCIM.

The FCIM receives the climate control selections from pressing the buttons on its own controls (interface), the APIM or IPC and sends the requests to the HVAC module in the following message path

1. The FCIM sends the requests over the I-CAN to the IPC.
2. The IPC then relays the requests to BCM over the HS-CAN .
3. Lastly, the BCM then sends the requests to the HVAC module over the MS-CAN .

The messaging path is followed in reverse for any status updates that need to be sent from the HVAC module to the FCIM, then, if applicable, to the IPC or FDIM (through the APIM).

When an airflow mode, fresh air or RECIRC mode, temperature setting or blower speed is selected, the FCIM sends this selection to the HVAC module using the message path described above.

When A/C is selected, the FCIM sends the selection to the HVAC module using the message path described above. If the ambient temperature is sufficient, the HVAC module then sends the request to the BCM over the MS-CAN . The BCM then sends the request to the PCM over the HS-CAN .

Controls and Compressor Cycling

The DATC system uses inputs from the FCIM, FDIM and voice commands to provide the interface for the vehicle occupants to control the climate control system. When selections are made, the FCIM communicates the selections to the HVAC module which adjusts the climate control system components to achieve the desired state. When the climate control system is operating in AUTO mode, the required climate control system settings are determined by the HVAC module. The HVAC module then adjusts the climate control system components to the desired state.

The HVAC module utilizes an FET protective circuit strategy for its actuator outputs. Output load (current level) is monitored for excessive current (typically short circuits) and is shut down (turns off the voltage or ground provided by the module) when a fault event is detected. For additional information on HVAC module FET protection, REFER to Heating Ventilation Air Conditioning (HVAC) Module - Dual Automatic Temperature Control (DATC) .

The PCM monitors the discharge pressure measured by the A/C pressure transducer. The PCM interrupts A/C compressor operation in the event the A/C pressure transducer indicates high system discharge pressures. It is also used to sense low charge conditions. If the pressure is below a predetermined value for a given ambient temperature, the PCM will not allow the A/C clutch to engage.

The HVAC module maintains evaporator core temperature and prevents icing of the evaporator core by measuring the temperature of the evaporator core. It does this by switching the A/C request signal off before the evaporator temperatures are cold enough to freeze the condensation and by switching the A/C request signal on when the evaporator temperature rises above acceptable levels.

The HVAC module will adjust the air inlet door depending on the humidity measured by the in-vehicle temperature and humidity sensor. If the vehicle cabin becomes too humid and recirculated air is not selected, the HVAC module will adjust the air inlet door to allow more recirculated air. When the humidity level drops, it will adjust back to fresh air. The HVAC module will also make system adjustments based on in-vehicle temperature.

The autolamp/sunload sensor supplies information to the HVAC module indicating the intensity of the sun on the vehicle and the HVAC module will make system adjustments based on the intensity.

When battery voltage is applied to the A/C compressor clutch field coil, the clutch disc and hub assembly is drawn toward the A/C clutch pulley. The magnetic force locks the clutch plate and hub assembly and the A/C clutch pulley together as one unit, causing the compressor shaft to rotate. When battery voltage is removed from the A/C compressor clutch field coil, springs in the clutch plate and hub assembly move the clutch plate away from the A/C clutch pulley.

For more information on compressor operation, REFER to Externally Controlled Variable Displacement Compressor (EVDC) (2.0L GTDI), or REFER to Air Conditioning (AC) Compressor (3.5L Ti-VCT).

Air Handling

Based on the climate control system settings the heater core and evaporator core housing directs airflow through the evaporator core and the heater core as needed, with the airflow exhausting through the appropriate outlets. Door actuators control the internal doors of the heater core and evaporator core housing to direct the airflow as selected by the climate control system settings. The air source is from outside air or recirculated passenger compartment air as determined by the air inlet mode door position.

The defrost/panel/floor mode door, temperature blend door and air inlet mode door actuators use a potentiometer to sense and communicate the door position to the HVAC module. When an airflow mode, desired driver or passenger temperature, or fresh air or recirculation mode is requested by the HVAC module the appropriate door actuator motor(s) is driven to the desired position, using the position sensed by the door actuator potentiometer to accurately position the door actuator.

The HVAC module will adjust the air inlet door depending on the humidity measured by the in-vehicle temperature and humidity sensor. If the vehicle cabin becomes too humid and recirculated air is not selected, the HVAC module will adjust the air inlet door to allow more recirculated air. When the humidity level drops, it will adjust back to fresh air. The HVAC module will also make system adjustments based on in-vehicle temperature.

The HVAC module uses the blower motor speed control to control the blower speed. REFER to Blower Motor Speed Control .

AUTO

When AUTO is selected

1. the temperature control setting is manually set to the desired setting.
2. the air inlet door is automatically controlled by the HVAC module based on the temperature setting.
3. the mode door is automatically controlled by the HVAC module based on the temperature setting.
4. the temperature blend doors are automatically controlled by the HVAC module, based on the temperature setting.
5. the A/C compressor is automatically controlled by the HVAC module, based on the temperature setting. The A/C compressor will not operate if the outside temperature is below approximately 6 C (42.8 F).
6. the blower motor is on. The blower motor speed is automatically controlled by the HVAC module based on the temperature setting, but can be manually overridden.

OFF

When OFF is selected

1. the air inlet door closes, preventing outside air and allowing only recirculated air.
2. the blower motor is off.

MAX AC

When MAX A/C is selected

1. the air inlet door closes, preventing outside air and admits only recirculated air.
2. the RECIRC indicator is illuminated (RECIRC forced on).
3. the mode doors direct airflow to the instrument panel registers.
4. the temperature blend doors move to the full cool position. Blended air temperature is available.
5. the A/C request button is illuminated.
6. the A/C compressor operates if the outside temperature is above approximately 6 C (42.8 F).
7. the blower motor is commanded to the highest speed. The blower motor speed is adjustable.

PANEL

When PANEL is selected

1. the RECIRC request button is enabled. If the RECIRC request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the RECIRC request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the instrument panel registers.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C request button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the A/C request button is enabled. The A/C compressor operates and the indicator illuminates if the A/C request button is selected and the outside temperature is above approximately 6 C (42.8 F).
5. the blower motor is on.

PANEL-FLOOR

When PANEL/FLOOR is selected

1. the RECIRC request button is enabled. If the RECIRC request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the RECIRC request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct and the instrument panel registers. A small amount of airflow from the side window demisters and defrost duct is present.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C request button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the A/C request button is enabled. The A/C compressor operates and the indicator illuminates if the A/C request button is selected and the outside temperature is above approximately 6 C (42.8 F).
5. the blower motor is on.

FLOOR

When FLOOR is selected

1. the RECIRC request button is enabled. If the RECIRC request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the RECIRC request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct. A small amount of airflow from the defroster duct and side window demisters is present.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C request button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the A/C request button is enabled. The A/C compressor operates and the indicator illuminates if the A/C request button is selected and the outside temperature is above approximately 6 C (42.8 F).
5. the blower motor is on.

FLOOR-DEFROST

When FLOOR/DEFROST is selected

1. the RECIRC request button is enabled. If the RECIRC request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the RECIRC request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct, the defroster duct and the side window demisters.
3. blended air temperature is available.
4. the A/C request button toggles the indicator on and off. To reduce fogging, the A/C compressor operates automatically, regardless of indicator status, if the outside temperature is above approximately 6 C (42.8 F).
5. the blower motor is on.

DEFROST

When DEFROST is selected

1. the RECIRC request button is disabled. The air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the defroster duct and side window demisters. A small amount of airflow from the floor duct is present.
3. blended air temperature is available.
4. the A/C request button toggles the indicator on and off. To reduce fogging, the A/C compressor operates automatically, regardless of indicator status, if the outside temperature is above approximately 6 C (42.8 F).
5. the blower motor is on.

MyTemp

The MyTemp feature can be used to store and recall a preset driver's temperature. This feature is provided so this temperature can be quickly adjusted to a frequently used setting with a single button press. For additional information about MyTemp, refer to the Owner's Literature.

Remote Start - Message Center Set To Auto

This vehicle is equipped with a remote start feature. In addition to being able to start the vehicle remotely, the remote start feature also utilizes other vehicle systems to increase the level of comfort to the vehicle occupants upon entering the vehicle. For additional information on the remote start feature and the other vehicle systems it utilizes, REFER to REMOTE START - vehicles without IA, or REFER to REMOTE START - vehicles with IA.

When the remote start feature is used, the climate control system automatically sets certain parameters in an attempt to achieve a comfortable cabin temperature. These parameters are set based on outside air temperature. During remote start, the outside air temperature is continually evaluated and HVAC system behavior can change if the outside air changes between cold, moderate and warm temperatures.

For cold ambient air temperatures as determined by the HVAC module AUTO mode to request heat

1. the airflow mode is set to AUTO if Front Defrost is set to Off in the message center. (if the HVAC module requests FLOOR in AUTO mode, FLOOR/DEFROST will be used in remote start mode).
2. the airflow mode is set to DEFROST if Front Defrost is set to Auto in the message center.
3. the temperature is set to 22 C (71.6 F).
4. the blower speed is set to AUTO.
5. the air inlet mode is set to AUTO.
6. A/C is set to AUTO.

For moderate and warm ambient air temperatures as determined by the HVAC module AUTO mode to request heat or cooling

1. the airflow mode is set to AUTO.
2. the temperature is set to 22 C (71.6 F).
3. the blower speed is set to AUTO.
4. the air inlet mode is set to AUTO.
5. A/C is set to AUTO.

Remote Start - Message Center Set To Last User Settings

This vehicle is equipped with a remote start feature. In addition to being able to start the vehicle remotely, the remote start feature also utilizes other vehicle systems to increase the level of comfort to the vehicle occupants upon entering the vehicle. For additional information on the remote start feature and the other vehicle systems it utilizes, REFER to REMOTE START - vehicles without IA, or REFER to REMOTE START - vehicles with IA.

When the remote start feature is used, the climate control system automatically sets certain parameters in an attempt to achieve a comfortable cabin temperature. These parameters are set based on outside air temperature. During remote start, the outside air temperature is continually evaluated and HVAC system behavior can change if the outside air changes between cold, moderate and warm temperatures.

For cold ambient air temperatures as determined by the HVAC module AUTO mode to request heat

1. the airflow mode is set to the last user setting if Front Defrost is set to Off in the message center.
2. the airflow mode is set to DEFROST if Front Defrost is set to Auto in the message center.
3. the temperature is set to the last user setting.
4. the blower speed is set to the last user setting.
5. the air inlet mode is set to the last user setting.
6. A/C is set to the last user setting.

For moderate and warm ambient air temperatures as determined by the HVAC module AUTO mode to request heat or cooling

1. the airflow mode is set to the last user setting.
2. the temperature is set to the last user setting.
3. the blower speed is set to the last user setting.
4. the air inlet mode is set to the last user setting.
5. A/C is set to the last user setting.

Heating Ventilation Air Conditioning (HVAC) Module - Dual Automatic Temperature Control (DATC)

The DATC system uses a remote HVAC module that is separate from the control interface. For details on the HVAC module communication, REFER to Control System Logic .

The HVAC module also controls the outputs for the interior ambient lighting, rear window defrost and heated seats.

The HVAC module utilizes an FET protective circuit strategy for its actuator outputs. Output load (current level) is monitored for excessive current (typically short circuits) and is shut down (turns off the voltage or ground provided by the module) when a fault event is detected. A short circuit DTC is stored at the fault event and a cumulative counter is started.

When the demand for the output is no longer present, the module resets the FET circuit protection to allow the circuit to function. The next time the driver requests a circuit to activate that has been shut down by a previous short (FET protection) and the circuit is still shorted, the FET protection shuts off the circuit again and the cumulative counter advances.

When the excessive circuit load occurs often enough, the module shuts down the output until a repair procedure is carried out. The FET protected circuit has 3 predefined levels of short circuit tolerance based on the harmful effect of each circuit fault on the FET and the ability of the FET to withstand it. A module lifetime level of fault events is established based upon the durability of the FET. If the total tolerance level is determined to be 600 fault events, the 3 predefined levels would be 200, 400 and 600 fault events.

When each tolerance level is reached, the short circuit DTC that was stored on the first failure cannot be cleared by a command to clear the DTCs . The module does not allow the DTC to be cleared or the circuit to be restored to normal operation until a successful self-test proves that the fault has been repaired. After the self-test has successfully completed (no on-demand DTCs present), DTC U1000:00 and the associated DTC (the DTC related to the shorted circuit) automatically clears and the circuit function returns.

When each level is reached, the DTC associated with the short circuit sets along with DTC U1000:00. These DTCs can be cleared using the module self-test, then the Clear DTC operation on the scan tool. The module never resets the fault event counter to zero and continues to advance the fault event counter as short circuit fault events occur.

If the number of short circuit fault events reach the third level, then DTCs U1000:00 and U3000:49 set along with the associated short circuit DTC. DTC U3000:49 cannot be cleared and a new module must be installed after the repair.

The HVAC requires PMI when it is replaced.

Air Conditioning (AC) Pressure Transducer

The PCM monitors the discharge pressure measured by the A/C pressure transducer. As the refrigerant pressure changes, the resistance of the A/C pressure transducer changes. It is not necessary to recover the refrigerant before removing the A/C pressure transducer.

In-Vehicle Temperature and Humidity Sensor

The in-vehicle temperature and humidity sensor contains 2 thermistors which separately measure the invehicle air temperature and humidity and send those readings to the HVAC module. The in-vehicle temperature and humidity sensor has an electric fan within the sensor that draws in-vehicle air across the thermistors.

Autolamp-Sunload Sensor

The autolamp/sunload sensor supplies information to the HVAC module indicating the intensity of the sun on the vehicle.

Evaporator Temperature Sensor

The evaporator discharge air temperature sensor contains a thermistor. The sensor varies its resistance with the temperature. As the temperature rises, the resistance falls. As the temperature falls, the resistance rises.

Defrost-Panel-Floor Mode Door Actuator

The defrost/panel/floor mode door actuator contains a reversible electric motor and potentiometer. The potentiometer allows the HVAC module to monitor the position of the airflow mode door.

LH Temperature Blend Door Actuator

The temperature blend door actuator contains a reversible electric motor and potentiometer. The potentiometer allows the HVAC module to monitor the position of the temperature blend door.

RH Temperature Blend Door Actuator

The temperature blend door actuator contains a reversible electric motor and potentiometer. The potentiometer allows the HVAC module to monitor the position of the temperature blend door.

Air Inlet Mode Door Actuator

The air inlet mode door actuator contains a reversible electric motor and potentiometer. The potentiometer allows the HVAC module to monitor the position of the air inlet mode door.

Blower Motor Speed Control

The HVAC module sends a PWM signal to the blower motor speed control to control the blower speed. The blower speed control provides variable ground feed for the blower motor to control the speed. A delay function provides a gradual increase or decrease in blower motor speed under all conditions.

Air Conditioning (AC) Compressor Clutch

When battery voltage is applied to the A/C compressor clutch field coil, the magnetic force locks the clutch plate and hub assembly and the A/C clutch pulley together as one unit, causing the compressor shaft to rotate.

Air Conditioning (AC) Compressor

The A/C compressor has the following characteristics

1. A non-serviceable shaft seal.
2. A pressure relief valve installed in the rear of the compressor to protect the refrigerant system against excessively high refrigerant pressures.
3. The A/C compressor uses PAG oil or equivalent. This oil contains special additives required for the A/C compressor.
4. The A/C compressor oil may have some slightly dark-colored streaks while maintaining normal oil viscosity. This is normal for this A/C compressor because of break-in wear that can discolor the oil.
5. Use the oil adding procedure specified for this vehicle when installing a new A/C compressor. REFER to «Refrigerant Oil Adding»(ref-517581-S42144490632012121200000) .

Air Conditioning (AC) Condenser

The A/C condenser is an aluminum fin-and-tube design heat exchanger.

For Ti-VCT engine equipped vehicles the receiver/drier is integral to the A/C condenser.

Evaporator Core

The evaporator core is an aluminum plate/fin type and is located in the heater core and evaporator core housing.

Thermostatic Expansion Valve (TXV)

The TXV is located at the evaporator core inlet and outlet tubes. The TXV provides a restriction to the flow of refrigerant from the high-pressure side of the refrigerant system and separates the low-pressure and high-pressure sides of the refrigerant system.

Receiver-Drier

The receiver/drier stores high-pressure liquid and the desiccant bag mounted inside the receiver/drier removes any retained moisture from the refrigerant.

For GTDI engine equipped vehicles, the receiver/drier is mounted between the A/C condenser outlet and the TXV manifold and tube assembly.

For Ti-VCT engine equipped vehicles, the receiver/drier is incorporated onto the LH side of the A/C condenser. The receiver/drier desiccant bag is a separate component and can be removed and installed with the A/C condenser in the vehicle.

Service Gauge Port Valves

The service gauge port fitting is an integral part of the refrigerant line or component.

1. Special couplings are required for both the high-side and low-side service gauge ports.
2. A very small amount of leakage is always detectable around the Schrader-type valve with the service gauge port valve cap removed, and is considered normal. A new Schrader-type valve core can be installed if the seal leaks excessively.
3. The A/C service gauge port valve caps are used as primary seals in the refrigerant system to prevent leakage through the Schrader-type valves from reaching the atmosphere. Always install and tighten the A/C service gauge port valve caps to the correct torque after they are removed.

Scheme 99

Refrigerant System Dye

A fluorescent refrigerant system dye wafer is added to the receiver/drier desiccant bag to assist in refrigerant system leak diagnosis using a Rotunda-approved UV blacklight. This fluorescent dye wafer dissolves after about 30 minutes of continued A/C operation. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Additional refrigerant system dye should only be added if more than 50% of the refrigerant system lubricant capacity has been lost due to a fitting separation or hose rupture.

Cabin Air Filter

The vehicle is factory equipped with a cabin air filter. The cabin air filter is positioned at the blower motor inlet and filters both fresh and recirculated air.

A cabin air filter must be installed at all times to prevent foreign objects from entering the system. Running the system without a filter in place could result in degradation or damage to the system. The cabin air filter must be installed for correct climate control system NVH performance.

Access the cabin air filter by removing the glove compartment and the cabin air filter access cover.

Externally Controlled Variable Displacement Compressor (EVDC)

The A/C compressor has the following characteristics

1. A non-serviceable shaft seal.
2. A pressure relief valve installed in the rear of the compressor to protect the refrigerant system against excessively high refrigerant pressures.
3. The A/C compressor uses PAG oil or equivalent. This oil contains special additives required for the A/C compressor.
4. The A/C compressor oil may have some slightly dark-colored streaks while maintaining normal oil viscosity. This is normal for this A/C compressor because of break-in wear that can discolor the oil.
5. Use the oil adding procedure specified for this vehicle when installing a new A/C compressor. REFER to «Refrigerant Oil Adding»(ref-517581-S42144490632012121200000) .

The PCM pulse width modulates the solenoid in the compressor to control the compressor displacement. The PCM changes the compressor displacement based upon the

1. evaporator temperature
2. ambient air temperature
3. engine RPM
4. vehicle speed
5. A/C high side pressure
6. intake air temperature

C1B14:11, C1B14:12

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

B1A61:11, B1A61:15

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

B1A63:11, B1A63:15, B1A64:11, B1A64:15

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

B1B71:11, B1B71:15

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Air Inlet Door Is Inoperative

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

Incorrect or Erratic Direction of Airflow From Outlets

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Air Conditioning (AC) Is Inoperative

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Air Conditioning (AC) Is Always On - AC Compressor Does Not Cycle

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Air Conditioning (AC) Is Always On - AC Mode Always Commanded On

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Temperature Control Is Inoperative or Does Not Operate Correctly - LH

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Temperature Control Is Inoperative or Does Not Operate Correctly - RH

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Blower Motor Is Inoperative

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

The Blower Motor Does Not Operate Correctly

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

B1A69:11, B1A69:15

Refer to the OEM Wiring Diagrams - AUTOMATIC CLIMATE CONTROL SYSTEM for schematic and connector information.

Heater Core - Plugged

1. Check to see that the engine coolant is at the correct level.
2. Start the engine and turn on the heater.
3. When the engine coolant reaches operating temperature, check the heater core inlet and outlet hoses to see if they are hot.
4. If the outlet only is not hot: the heater core may have an air pocket. the heater core may be plugged.
5. If the inlet only is not hot, the thermostat may not be working correctly.

Ambient Temperature at or Below 38C (100F)

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38 C (100.3 F) or lower, follow Procedure 1. If the ambient temperature is over 38 C (100.3 F), follow Procedure 2.

Note. If the A/C compressor cycles at any time during this test, refer to the Diagnostic Table .

Scheme 100

Scheme 101

1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect a 023-00047 ( 300-ROB40134AE ), 199-00067 or 300-ROB34288 to the refrigerant system.
3. Set the climate controls. If equipped with manual climate control, set the A/C controls for normal A/C -PANEL mode, full COOL temperature, FRESH air, HI blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON. If equipped with EATC, set temperature to 15 C (59 F) (lowest possible temp setting) with the dual function disabled (if equipped). Manually set blower on HI. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON.
4. Open all vehicle windows and leave the hood open for the test. Open the rear doors.
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the Diagnostic Table.

Ambient Temperature Above 38C (100F)

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38 C (100.3 F) or lower, follow Procedure 1. If the ambient temperature is over 38 C (100.3 F), follow Procedure 2.

Note. If the A/C compressor cycles at any time during this test, refer to the Diagnostic Table .

Scheme 102

Scheme 103

1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect a 023-00047 ( 300-ROB40134AE ), 199-00067 or 300-ROB34288 to the refrigerant system.
3. Set the climate controls. If equipped with manual climate control, set the A/C controls for normal A/C -PANEL mode, full COOL temperature, FRESH air, MED-LO blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON. If equipped with EATC, set temperature to 15 C (59 F) (lowest possible temp setting). Manually set blower to MED-LO (3 to 4 bars). If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON.
4. Open all vehicle windows and leave the hood open for the test. Open the rear hatch and/or rear doors (if equipped).
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the Diagnostic Table.

General Procedure

1. Check the A/C clutch air gap at 3 equally spaced places between the clutch plate and the A/C clutch pulley.
2. Remove the clutch plate. Add or remove spacers between the clutch plate hub and the compressor shaft until the clearance is within specification.

Fluorescent Dye Injection Using a R-134a Refrigerant Management Machine and Dye Injector - Vehicles Requiring R-134a Addition

Note. This method of fluorescent dye injection requires the addition of R-134a from an external tank to charge the dye into the refrigerant system. If adding fluorescent dye to a refrigerant system that is already fully charged, the R-134a Loop/Add On Injector Kit-Set method should be used.

Note. Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda-approved UV blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators and receiver/driers are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to add dye after flushing or filtering the refrigerant system because a new suction accumulator or receiver/drier is installed as part of the flushing or filtering procedure. Additional refrigerant system dye should only be added if more than 50% of the refrigerant system lubricant capacity has been lost due to a fitting separation, hose rupture or other damage.

Note. Before using 219-00069 for the first time, refer to manufacturer's instructions on evacuation of any non-condensable gases from the hoses.

Note. Only connect 219-00069 when fluorescent dye is to be injected. The dye/lubricant injector has a one-way check valve that will prevent refrigerant system recovery and evacuation.

Scheme 104

Scheme 105

1. NOTE: If no R-134a pressure is present in the refrigerant system, the system should be evacuated before carrying out the injection procedure. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) . Connect a R-134a Refrigerant Management Machine or a R-134a Manifold Gauge Set to the refrigerant system service port valves.
2. Verify the valves on the dye/lubricant injector from 219-00069 are closed.
3. Fill the R-134a fluorescent dye injector reservoir with 7 ml (0.24 fl. oz) of fluorescent dye.
4. Install the dye/lubricant injector between the low-pressure service gauge port valve and 199-00067 , 300-ROB34288 or 023-00047 ( 300-ROB40134AE ).
5. NOTE: Following fluorescent dye injection, the refrigerant system should be fully charged to make sure of correct movement of the dye. Open all valves and inject the fluorescent dye into the refrigerant system by charging the refrigerant system with the required amount of R-134a.
6. When fluorescent dye injection is complete, close all valves.
7. Recover the refrigerant from the dye/lubricant injector.

Fluorescent Dye Injection Using a R-134a Loop/Add On Injector Kit-Set - Vehicles Not Requiring R-134a Addition

Note. Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda-approved UV blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators and receiver/driers are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to add dye after flushing or filtering the refrigerant system because a new suction accumulator or receiver/drier is installed as part of the flushing or filtering procedure. Additional refrigerant system dye should only be added if more than 50% of the refrigerant system lubricant capacity has been lost due to a fitting separation, hose rupture or other damage.

Note. Before using the R-134a Loop/Add On Injector Kit-Set for the first time, refer to the equipment manufacturer's instructions on evacuation of non-condensable gases from the hoses.

Note. Refrigerant system pressure should be between 431 kPa (62.51 psi) to 551 kPa (79.91 psi) at 24 C (75.2 F) with the engine off and cool.

Scheme 106

Scheme 107

Scheme 108

1. Verify that the valves on 219-00069 are closed.
2. Fill the reservoir with 7 ml (0.24 fl. oz) of fluorescent dye.
3. Install the 219-00069 between the high-pressure and low-pressure service gauge port valves.
4. NOTE: Make sure all tools and hoses are clear of the engine cooling fan and drive belt before starting the engine. Failure to keep tools and hoses clear from the engine cooling fan and drive belt will result in damage to the tools and/or vehicle. With the A/C off, start the engine. Allow engine speed to stabilize below 1, 000 rpm.
5. Set the A/C to the ON position.
6. Open the high-pressure service valve.
7. NOTE: To prevent pressure spike/liquid slug, crack the R-134a Loop/Add On Injector Kit-Set valves and slowly open to inject the fluorescent dye into the refrigerant system. Open the 219-00069 valves and inject the fluorescent dye into the refrigerant system.
8. Close the high-pressure service valve to allow the pressure inside 219-00069 to equalize with the suction side of the refrigerant system.
9. NOTE: Close the valves while the A/C compressor is operating. Close the valves on 219-00069 .
10. NOTE: Leave all valves on 219-00069 closed when not in use. Disconnect the high-pressure and low-pressure service valves and remove 219-00069 from the vehicle.

Fluorescent Dye Detection

Note. Ford Motor Company vehicles are produced with R-134a fluorescent dye installed in the refrigerant system from the factory. The location of leaks can be pinpointed by the bright yellow-green glow of the fluorescent dye under a UV lamp. Since more than one leak can exist, make sure to inspect each component, line and fitting in the refrigerant system for a leak.

Note. Use of dye-enhancing glasses or goggles greatly improves the detection of the dye under the UV lamp.

Note. Not all UV lamps will fluoresce the dye used in Ford vehicles. All Rotunda UV lamps are optimized to fluoresce the dye.

1. Check for leaks using a Rotunda-approved UV lamp and dye enhancing glasses. Inspect all components, lines and fittings of the refrigerant system.
2. After the leak(s) is repaired, remove any traces of fluorescent dye with a general purpose oil solvent.
3. Verify the repair by running the vehicle for a short period of time and rechecking the area of the leak with a Rotunda-approved UV lamp.

Note. Good ventilation is necessary in the area where electronic A/C leak testing is to be carried out. If the surrounding air is contaminated with refrigerant gas, the leak detector will indicate this gas all the time. Odors from other chemicals such as antifreeze, diesel fuel, disc brake cleaner or other cleaning solvents can cause the same problem. Using a fan to ventilate the area to be tested before proceeding with the leak detection procedure is helpful in removing small traces of contamination from the air, but the fan should be turned off during actual testing.

Note. R-134a is heavier than air, and will tend to move downward from the source of the leak if present. It is possible that a leak may not be detected if the leak detector tip is held above the leaking fitting, line or component. Always be sure to thoroughly leak test below the fitting, line or component for the presence of R-134a as well as leak testing above and around.

1. NOTE: The system pressure should be between 413 kPa (59.9 psi) to 551 kPa (79.91 psi) at 24 C (75.2 F) with the engine off and cool. The pressure reading may be higher if the engine is hot. Leak test the refrigerant system using 339-00001. Follow the instructions included with 339-00001 for handling and operation techniques.

Note. An A/C refrigerant analyzer must be used before the recovery of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer the customer to the service facility that carried out the last A/C service. If the customer wishes to pay the additional cost, use the A/C recovery equipment that is designated for recovering contaminated A/C refrigerant. All contaminated A/C refrigerant must be disposed of as hazardous waste. For all equipment, follow the equipment manufacturer procedures and instructions.

Note. Suction accumulator or receiver/drier, TXV and/or evaporator core orifice, and hoses with mufflers, should be removed when flushing the A/C system. Internal plumbing of these devices makes it impossible to correctly remove any residual-flushing agent. These components are typically discarded after A/C system contamination. Hoses without mufflers can normally be reused unless they are clogged with foreign material.

Note. Only the listed A/C Flush and Purge Machine, A/C Flush and Purge Fitting Kit, A/C Flush Adapter Kit and Motorcraft® A/C System Flushing Solvent are approved for use on Ford vehicles. No other flushing device or solvent is approved for flushing heat exchangers ( A/C condenser, A/C evaporator). Use of any other flusher or solvent may cause damage to the A/C system and the flushing unit.

1. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
2. Disconnect the refrigerant lines from the heat exchanger(s) to be flushed.
3. Using the correct adapters, connect 219-00022 to the heat exchanger to be flushed. Do not flush through the evaporator core orifice (if equipped), TXV (if equipped) or hoses with mufflers. Internal plumbing and material make-up of these components make it impossible to correctly remove foreign material or residual flushing solvent.
4. NOTE: Use 3.79 L (1 gal) of Motorcraft® A/C System Flushing Solvent to flush the heat exchanger for a minimum of 15 minutes. The flush solvent may be used for one or both heat exchangers in the A/C system. However, the flush solvent is intended for one vehicle only. The filter used on the flushing unit is also intended for use on one vehicle only. Flush the heat exchanger for a minimum of 15 minutes.
5. Apply 621 kPa (90.07 psi) to 862 kPa (125.02 psi) pressurized air to the component for a minimum of 30 minutes. The 30-minute purge time is required to force and evaporate all residual solvent from the A/C system component. Failure to successfully remove all residual solvent within the component can result in system damage when reconnected and operated. Dispose of the used flush solvent and filter in accordance with local, state and federal regulations.
6. NOTE: A/C system filtering as described in this section is optional if system flushing is carried out. However, the filter kit use is recommended after flushing if the A/C system contamination is extensive. See «Refrigerant System Filtering Following Air Conditioning (AC) Compressor Installation»(ref-517581-S23562135302012121200000) . Install a new A/C evaporator core orifice (if equipped) and/or TXV (if equipped) in any vehicle being serviced for an internal A/C compressor or desiccant failure.
7. Install new refrigerant hoses with mufflers if clogged with foreign material.
8. Install a new suction accumulator (if equipped), receiver/drier (if equipped) or receiver/drier cartridge (if equipped) in any vehicle being serviced for an internal A/C compressor or desiccant failure.
9. Reconnect the heat exchanger being serviced.
10. If a new A/C compressor is not to be installed, lubricate the refrigerant system with the correct amount of clean PAG oil. REFER to «Refrigerant Oil Adding»(ref-517581-S42144490632012121200000) .
11. If a new A/C compressor is not to be installed, evacuate, leak test and charge the A/C system. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
12. If a new A/C compressor is to be installed, REFER to «Air Conditioning (AC) Compressor - 3.5L Ti-VCT»(ref-517581-S10211982642012121200000) , or REFER to «Air Conditioning (AC) Compressor - 2.0L GTDI»(ref-517581-S35030191792012121200000) .

Note. An A/C refrigerant analyzer must be used before the recovery of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer the customer to the service facility that carried out the last A/C service. If the customer wishes to pay the additional cost, use the A/C recovery equipment that is designated for recovering contaminated A/C refrigerant. All contaminated A/C refrigerant must be disposed of as hazardous waste. For all equipment, follow the equipment manufacturer procedures and instructions.

Note. On vehicles being serviced for an internal compressor or desiccant failure, a new suction accumulator or receiver/drier, TXV or evaporator core orifice and any hoses containing mufflers must be installed prior to filtering the A/C system. Internal plumbing of these devices makes it impossible to correctly remove any foreign material. These components are typically discarded after A/C system contamination. Hoses without mufflers can normally be reused unless they are clogged with foreign material. The filter is intended for use on one vehicle only.

Scheme 109

1. NOTE: The filter inlet is marked with a label on one side of the filter body. Orient the filter inlet toward the A/C condenser core.
2. NOTE: The flexible extension adapters included in the A/C Flush Adapter Kit are designed for low-pressure flushing and are not designed for use with a charged refrigerant system. Do not make the condenser fitting connections using the flexible extension adapters or damage to the adapters and loss of refrigerant will occur. NOTE: The F8VZ-19E773-AB pancake filter is not permanently installed and will be removed at the end of this procedure. Disconnect the condenser outlet fitting and temporarily install the pancake filter between the 2 halves of the fitting. Use flexible refrigerant service hoses of 17, 238 kPa (2, 500.07 psi) burst rating. Make the connections using the correct adapters from 219-00077 .
3. Lubricate the refrigerant system with the correct amount of clean PAG oil. REFER to «Refrigerant Oil Adding»(ref-517581-S42144490632012121200000) .
4. Evacuate and charge the refrigerant system. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
5. Check all refrigerant system hoses, lines and the position of the newly installed filters to be sure they do not interfere with other engine compartment components. If necessary, use tie straps to make adjustments.
6. Provide adequate airflow to the front of the vehicle (with a fan, if necessary). Select A/C operation and set the blower motor speed to maximum. Start the engine and let it idle briefly. Make sure the A/C system is operating correctly.
7. Using a scan tool, command the idle to gradually bring the engine up to 1, 200 RPM by running it at lower RPM s for short periods (first at 800 RPM, then at 1, 000 RPM). Set the engine at 1, 200 RPM and run it for one hour with the A/C system operating.
8. Stop the engine.
9. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
10. Remove the adapters, flexible hoses and pancake filter from between the condenser and the condenser to evaporator tube.
11. Discard the pancake filter. It can be used one time only.
12. Reconnect the condenser outlet fitting.
13. Evacuate, charge and leak-test the refrigerant system. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .

Refrigerant System Recovery

Note. An A/C refrigerant analyzer must be used before the recovery of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer the customer to the service facility that carried out the last A/C service. If the customer wishes to pay the additional cost, use the A/C recovery equipment that is designated for recovering contaminated A/C refrigerant. All contaminated A/C refrigerant must be disposed of as hazardous waste. For all equipment, follow the equipment manufacturer procedures and instructions.

Note. Ford Motor Company recommends the use of R-134a refrigerant management equipment that meets the requirements of the SAE J2788 standard.

1. Prior to recovering, the purity of the refrigerant must be verified. REFER to «Refrigerant Identification Testing»(ref-517581-S26950641752012121200000) .
2. Connect 199-00067 or 300-ROB34288 to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer.
3. Recover the refrigerant from the system following the operating instructions provided by the equipment manufacturer. Note the amount of oil removed during the refrigerant recovery (if any). Add that same amount back into the system once repairs are complete.
4. Once the R-134a has been recovered, switch OFF the power supply.
5. Allow the system to set for about 2 minutes, and observe the system vacuum reading. If the vacuum is not lost, disconnect the recovery equipment.
6. If the system does lose vacuum, repeat Steps 3 through 5 until the vacuum level remains stable for 2 minutes.
7. Carry out the required repairs.

Refrigerant System Evacuation

1. Connect 199-00067 or 300-ROB34288 to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer.
2. Evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the Vacuum Pump for a minimum of 45 minutes.
3. Turn OFF the vacuum pump. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held.

Refrigerant System Charging

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. REFER to «Refrigerant Oil Adding»(ref-517581-S42144490632012121200000) .
2. Connect a 199-00067 or 300-ROB34288 to the low-side and high-side service gauge port valves following the operating instructions provided by the equipment manufacturer.
3. Set the refrigerant charge amount, and charge the refrigerant system following the instructions provided by the equipment manufacturer.

Refrigerant Oil Adding

Note. During normal A/C operation, oil is circulated through the system with the refrigerant, and a small amount is retained in each component. If certain components of the system are removed, some of the PAG oil will go with the component. To maintain the original total oil charge, it is necessary to compensate for the oil lost by adding oil to the system with the new part.

1. Refer to the chart below for refrigerant oil adding amounts and methods of installation. Component PAG Oil Amount Method of Adding A/C Compressor - 2.0L GTDI Refer to «Adding Refrigerant Oil After A/C Compressor Replacement»(ref-517581-S22396361312012121200000) . Add directly through A/C compressor low-side port before installation. A/C Compressor - 3.5L Ti-VCT Refer to «Adding Refrigerant Oil After A/C Compressor Replacement»(ref-517581-S22396361312012121200000) . Add or remove directly through A/C compressor low-side port before installation. Suction Accumulator or Receiver/Drier Refer to «Adding Refrigerant Oil After Multiple Component Replacement After A/C System Contamination»(ref-517581-S40944062772012121200000) Add directly to suction accumulator inlet port or inject to low-side service port during system charging. Evaporator Core 45 ml (1.52 fl. oz) added to the amount collected during refrigerant recovery Add directly to evaporator core inlet tube or inject to low-side service port during system charging. Condenser Core 60 ml (2.03 fl. oz) added to the amount collected during refrigerant recovery Add directly to condenser core inlet or inject to low-side service port during system charging. Evaporator Core Orifice or TXV The amount collected during refrigerant recovery Inject to low-side service port during system charging. A/C Pressure Relief Valve 60 ml (2.03 fl. oz) added to the amount collected during refrigerant recovery Inject to low-side service port during system charging. Refrigerant Hose/Line 60 ml (2.03 fl. oz) added to the amount collected during refrigerant recovery (1) Inject to low-side service port during system charging. O-ring Leak Repair 60 ml (2.03 fl. oz) added to the amount collected during refrigerant recovery (2) Inject to low-side service port during system charging. Service Port Leak Repair 60 ml (2.03 fl. oz) added to the amount collected during refrigerant recovery Inject to low-side service port during system charging. (1) If an excessive amount of PAG oil is lost due to a hose rupture/separation or other damage, the total system PAG oil capacity must be added. (2) The amount specified may be used for one or multiple O-ring leak repairs. Do not multiply the PAG oil amount by the number of O-ring leaks being repaired.

Oil Injection Using a Dye/Lubricant Injector

Note. If fluorescent leak detection dye is also to be added during A/C charging, the dye may be added to the dye/lubricant injector, from the R-134a Loop/Add On Injector Kit-Set, along with the PAG oil.

1. Evacuate the refrigerant system. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
2. Assemble the dye/lubricant injector and the correct adapters from 219-00069 to match the amount of refrigerant compressor oil to be injected.
3. Verify that all the valves on the dye/lubricant injector are closed.
4. Fill the dye/lubricant injector with the correct amount of clean, new PAG oil.
5. Install the dye/lubricant injector between the low-side service gauge port valve and the refrigerant service station or manifold gauge set.
6. Open all valves and charge the refrigerant system. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .

Contaminated Refrigerant Handling

Note. If contaminated refrigerant is detected, DO NOT recover the refrigerant into R-134a recovery/recycling equipment. Recovery of contaminated refrigerant will contaminate the recovered refrigerant supply and may damage the recovery/recycling equipment.

Note. A new suction accumulator or receiver/drier must be installed as directed by the A/C system flushing procedure.

1. Recover the contaminated refrigerant using suitable recovery-only equipment designed for capturing and storing contaminated refrigerant only. Recover the contaminated refrigerant using suitable recovery-only equipment designed for capturing and storing contaminated refrigerant only.
2. Determine and correct the cause of the customer's initial concern.
3. Flush the A/C system.
4. Dispose of the contaminated refrigerant in accordance with all federal, state and local regulations.

Note. There are typically 4 types of objectionable odors found in a vehicle

1. Chemical odors
2. Environmental odors
3. Human and other interior-generated odors
4. Microbiological odors

Before determining that A/C odor treatment is required, the source and the circumstances under which the odor occurs must be determined.

Note. Chemical odors are usually constant regardless of the climate control system setting although they may be enhanced by A/C operation. Most chemical odors are caused by fluid leaks or incorrectly cured adhesives. Chemical odors can be eliminated by repairing the leaking component and removing any residue.

Note. Environmental odors usually occur for a short time and diminish after the vehicle passes through the affected area. These odors are typically only detected when the vehicle windows are open, or when the climate control system is operating in a mode that allows for fresh air. Environmental odors cannot be eliminated because they are external in source, but they may be minimized by switching to a climate control setting that uses recirculated air.

Note. Human and other interior-generated odors occur while the source is present and may linger for a short time after. These odors may be more noticeable during A/C operation. Human odors may be eliminated by removing the source and cleaning the affected area.

Note. Microbiological odors, if in the A/C system, usually last for about 30 seconds after the system is turned on. They will be detected while the A/C is turned on and using either outside or recirculated air. Microbiological odors that occur in areas other than the A/C system (for example, water in doors or wet carpeting) may last indefinitely and will be more intense when recirculated air is used. Microbiological odors will not be present at temperatures at or below 10 C (50 F).

Microbiological odors can be eliminated by removing the source and treating the affected area. Standing water must be allowed to drain and dry out. A/C systems may be treated by using A/C cooling coil coating as described in the service procedure below.

Microbiological odors result from microbial growth supported by warm temperatures and moisture. Microbiological odors are described as musty/mildew type smells and may occur on/in

1. foam seals.
2. rubber seals.
3. adhesives.
4. standing water.
5. water soaked carpet/trim.

1. Identify the type of odor present in the vehicle. Do not proceed with A/C odor treatment if the odor source is found to be outside of the A/C system. Refer to the following chart for examples. Odor Source Odor Description Chemical Odors Coolant Sweet smell Fuel Gasoline or diesel fuel smell Oil Oil type or burning smell Power Steering Fluid Oil type or burning smell Transmission Fluid Oil type or burning smell Washer Fluid Alcohol type smell Gear Lube Garlic/sulfur smell Refrigerant Oil Ether type smell Carpet/Trim Adhesives Fishy, urine or sweet smell Evaporator Core Coating Wet cement type smell Environmental Odors Exhaust Exhaust, fuel or burning type smell Industrial Pollutants Various smells Dust Musty, mildew or wet cement type smell Pollen Sweet smell Tobacco Burning, tar smell Human and Other Interior Generated Odors Body Secretions Body odor Perfuming Agents Sweet or fragrance smell Clothing Musty, mildew or body odors Food/Beverage Microbiological Odors Microbiological Odors Occurring Inside of A/C System Musty, mildew smell lasting about 30 seconds after A/C is turned on Microbiological Odors Occurring Outside of A/C System Musty, mildew smell lasting indefinitely and possibly more pronounced when using recirculated air
2. Identify the source of the odor. Check the evaporator core drain tube for restriction. Check the passenger and driver side carpet for moisture. If moisture is found, A/C odor treatment is not necessary. Diagnose for a water leak as needed. Check the blower motor and blower motor cover (if equipped) for moisture resulting from water bypassing the cowl baffling system. If moisture is found, A/C odor treatment is not necessary. Diagnose for a water leak as needed. Check the cowl top panel and air inlet screen for standing water or foreign material. If possible, remove any standing water and clean the air inlet screen using a wet/dry vacuum.
3. Open all vehicle windows and doors.
4. Make sure that the A/C is off.
5. Set the following: Select PANEL mode ( A/C off). Adjust the temperature setting to full warm. Adjust the blower motor speed to HI.
6. Run the engine for 25 minutes to dry out the A/C system.
7. Turn the ignition OFF.
8. Remove the blower motor.
9. NOTE: Blower motor speed controls that are mounted outside of the evaporator core housing and not exposed to the blower motor airflow do not need to be removed. Remove the blower motor resistor (if equipped) or blower motor speed control (if equipped and exposed to the inside of the evaporator core housing).
10. NOTE: To avoid damage to the vehicle interior, do not spill or spray this product on any interior surface. Add one full bottle of A/C Cooling Coil Coating to 258-00005 .
11. Insert the nozzle into the evaporator housing and direct the spray toward the evaporator core face. Spray the entire evaporator core face until empty.
12. Install the blower motor and blower motor resistor (if equipped) or blower motor speed control (if equipped).
13. Repeat Steps 4 through 6 to cure the evaporator core coating.

Scheme 110

Air Conditioning (AC) Compressor - 2.0L GTDI

Scheme 111

Compressor to Condenser Discharge Line - 2.0L GTDI

Scheme 112

Scheme 113

1. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
2. Remove the front bumper cover. REFER to «BUMPER COVER - FRONT»(ref-517604-S34304040952012121200000) .
3. Remove the A/C compressor discharge fitting nut and disconnect the fitting. Remove the compressor to discharge line bracket bolt. Tighten to 15 Nm (133 lb-in). Remove the A/C compressor discharge fitting nut and disconnect the fitting. Discard the O-ring seal and gasket seal. Tighten to 15 Nm (133 lb-in).
4. Remove the compressor-to-condenser discharge line. Disconnect the A/C pressure transducer electrical connector. Remove the condenser inlet fitting nut and disconnect the fitting. Discard the O-ring seal and gasket seal. Tighten to 15 Nm (133 lb-in).

Scheme 114

Condenser Core - 2.0L GTDI

Scheme 115

Scheme 116

1. NOTE: The O-ring seals used on this vehicle are not interchangeable with all similarly sized O-ring seals used on other Ford products. Use only the O-ring seals specified for this vehicle.
2. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
3. Remove the radiator. Refer to «RADIATOR - 2.0L GTDI»(ref-517561-S00497255522012121200000) .
4. Remove the condenser outlet and inlet fitting bolts and disconnect the fittings. Discard the O-ring seals. To install, tighten to 15 Nm (133 lb-in).
5. Remove the condenser. Release the 2 transmission cooler hose clamps and disconnect the lines from the condenser core.

Scheme 117

Scheme 118

Receiver Drier - 2.0L GTDI

Scheme 119

Scheme 120

Scheme 121

1. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
2. Remove the 4 strut tower brace nuts and remove the strut tower brace. To install, tighten to 55 Nm (41 lb-ft).
3. Remove the auxiliary evaporator outlet and inlet line fitting nuts and position the auxiliary lines aside. Discard the O-ring seals and gasket seals. To install, tighten to 15 Nm (133 lb-in).
4. Remove the TXV fitting nut. Discard the O-ring seals and gasket seals. To install, tighten to 15 Nm (133 lb-in).
5. Remove the TXV bolts. To install, tighten to 8 Nm (71 lb-in).
6. Remove the TXV. Discard the O-ring seals.

Scheme 122

Scheme 123

Scheme 124

Scheme 125

1. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
2. Remove the 4 strut tower brace nuts and remove the strut tower brace. To install, tighten to 55 Nm (41 lb-ft).
3. Remove the cowl panel grille. REFER to «COWL PANEL GRILLE»(ref-517609-S11972764142012121200000) .
4. Remove the engine wiring harness retainer from the bulkhead. Disconnect the PCM, engine harness electrical connectors and detach the wiring harness retainer. Push the wiring harness retainer tab in and slide the wiring harness up and out of the bulkhead.
5. Remove the evaporator outlet line fitting nut and disconnect the fitting. Discard the O-ring seal and gasket seal. To install, tighten to 15 Nm (133 lb-in).
6. Position aside the TXV manifold and tube assembly line. Detach the receiver/drier outlet line clip. Remove the receiver/drier outlet fitting nut and disconnect the fitting. Discard the O-ring seal and gasket seal. Tighten to 15 Nm (133 lb-in). Position aside the TXV manifold and tube assembly line.
7. Remove the TXV manifold and tube bracket bolt, and completely loosen the TXV manifold and tube clamp bracket bolt. To install, tighten to 8 Nm (71 lb-in).
8. Remove the TXV manifold tube assembly. Remove the TXV fitting and disconnect the fitting. Discard the O-ring seals. To install, tighten to 8 Nm (71 lb-in).

Scheme 126

Scheme 127

Scheme 128

1. Recover the refrigerant. REFER to «Air Conditioning (AC) System Recovery, Evacuation, and Charging»(ref-517581-S30981876462012121200000) .
2. Remove the 4 strut tower brace nuts and remove the strut tower brace. To install, tighten to 55 Nm (41 lb-ft).
3. Remove the cowl panel grille. REFER to «COWL PANEL GRILLE»(ref-517609-S11972764142012121200000) .
4. Disconnect the 2 PCM and engine harness electrical connectors. Detach the wiring harness retainer.
5. Remove the engine wiring harness retainer from the bulkhead. Push the wiring harness retainer tab in. Slide the wiring harness up and out of the bulkhead.
6. Remove the evaporator outlet line fitting nut and disconnect the fitting. Discard the O-ring seal and gasket seal. To install, tighten to 15 Nm (133 lb-in).
7. Detach the evaporator inlet line clip at the coolant bottle.
8. Remove the TXV manifold and tube bracket bolt. To install, tighten to 8 Nm (71 lb-in).
9. Completely loosen the TXV manifold and tube clamp bracket bolt. To install, tighten to 8 Nm (71 lb-in).
10. Remove the TXV fitting and disconnect the fitting. Discard the O-ring seals. To install, tighten to 8 Nm (71 lb-in).
11. Remove the TXV manifold tube assembly.